JP6081034B2 - In-vehicle camera control device - Google Patents

Description

  The present invention relates to an in-vehicle camera control device that controls an in-vehicle camera.

  2. Description of the Related Art Conventionally, there is a vehicle exterior monitoring device that uses an in-vehicle camera that is installed in a vehicle interior and captures a scene outside the vehicle through a window glass. The outside-of-vehicle monitoring device disclosed in Patent Document 1 uses the fact that the luminance distribution characteristics are different between when the captured image is normal and when the image is blurred, and monitors when the image is blurred. A fail-safe function that temporarily interrupts control was activated.

JP 2001-28746 A

  In the vehicle exterior monitoring device of the above-mentioned Patent Document 1, when the image blur is caused by deterioration of the imaging environment due to dirt or clouding of the window glass, it is disclosed to eliminate the deterioration of the imaging environment by operating a wiper or a defroster. Has been. If a normal image can be obtained again, it is possible to return from the fail state to the normal monitoring state.

  However, if the deterioration of the imaging environment cannot be resolved even if the wiper or the defroster is operated, there is a problem that the normal state cannot be restored from the fail state.

  The present invention has been made to solve the above-described problems, and has an object of enabling normal images to be captured even when the deterioration of the imaging environment cannot be resolved even if a wiper or the like is operated. To do.

An in-vehicle camera control device according to the present invention controls an in-vehicle camera that is movably installed in a vehicle and images a scenery outside the vehicle through a window glass, and is in an imaging state using an image captured by the in-vehicle camera. As the evaluation unit that evaluates the dirt on the window glass, the imaging availability determination unit that determines whether or not to continue imaging based on the evaluation result by the evaluation unit, and when the imaging availability determination unit determines that imaging is impossible, the driving of the in-vehicle camera A drive control unit that outputs a drive signal toward the unit and moves the vehicle-mounted camera.

  According to the present invention, since the in-vehicle camera is moved when it is determined that the imaging is impossible, the in-vehicle camera is moved to a position where a normal image can be captured when the deterioration of the imaging environment cannot be resolved even if the wiper or the like is operated. Can be moved.

It is a block diagram which shows the structure of the driving assistance system using the vehicle-mounted camera control apparatus which concerns on Embodiment 1 of this invention. 3 is a diagram illustrating a vehicle installation example of an in-vehicle camera used in Embodiment 1. FIG. 4 is a schematic diagram illustrating an example of processing performed by the in-vehicle camera control device according to Embodiment 1. FIG. It is a figure which shows an example of the brightness | luminance threshold value used with the vehicle-mounted camera control apparatus which concerns on Embodiment 1. FIG. 4 is a flowchart illustrating an example of the operation of the in-vehicle camera control device according to the first embodiment. It is a block diagram which shows the modification of the driving assistance system using the vehicle-mounted camera control apparatus which concerns on Embodiment 1. FIG. It is a figure which shows the reference position of the vehicle-mounted camera used for Embodiment 2 of this invention. It is a figure which shows the mode of a movement in the vehicle stop of the vehicle-mounted camera used for Embodiment 2. FIG. 6 is a diagram illustrating a configuration example of an in-vehicle camera used in Embodiment 2. FIG. It is a figure which shows the example of a change of the angle of the vehicle-mounted camera used in Embodiment 2. FIG. 6 is a flowchart illustrating an example of an operation of the in-vehicle camera control device according to the second embodiment. It is a figure which shows the installation image of the vehicle-mounted camera used for Embodiment 3 of this invention. It is a block diagram which shows the structural example of the driving assistance system using the vehicle-mounted camera control apparatus which concerns on Embodiment 4 of this invention. 10 is a diagram illustrating a moving method of a stereo camera used in Embodiment 4. FIG. 10 is a flowchart illustrating an example of the operation of the in-vehicle camera control device according to the fourth embodiment.

Hereinafter, in order to explain the present invention in more detail, modes for carrying out the present invention will be described with reference to the accompanying drawings.
Embodiment 1 FIG.
As shown in FIG. 1, an in-vehicle camera control device 1 according to Embodiment 1 is an in-vehicle device that controls an in-vehicle camera 2 that is movably installed in a vehicle and images a scene outside the vehicle through a window glass. In the first embodiment, the in-vehicle camera control device 1 will be described using an example in which a driving support system is configured by the in-vehicle camera control device 1 and the in-vehicle camera 2.

The in-vehicle camera control device 1 is configured by an ECU (Electronic Control Unit) or the like, and executes a program stored in an internal memory, thereby executing an evaluation unit 11, an imaging availability determination unit 12, a driving support unit 13, and a drive control unit 14. As a function.
The in-vehicle camera 2 includes a camera body 21 incorporating an image sensor such as a CCD (Charge Coupled Device), and a drive unit 22 configured by a motor or the like.

If dirt or the like adheres to the window glass, the field of view of the in-vehicle camera 2 may be blocked by the dirt, and the captured image may show dirt and the scenery outside the vehicle may not appear. Therefore, the evaluation unit 11 evaluates whether or not dirt is reflected in the captured image as the “imaging state”.
The evaluation unit 11 acquires a captured image from the camera body 21, evaluates an imaging state based on the luminance value, and determines a moving direction of the camera body 21 based on the evaluation result. The evaluation unit 11 outputs the evaluation result of the imaging state and camera movement information to the imaging availability determination unit 12.

  Based on the evaluation result obtained by the evaluation unit 11, the imaging availability determination unit 12 determines that imaging can be continued if the captured image does not include dirt, and that imaging cannot be continued if the captured image includes dirt. To do. The imaging availability determination unit 12 outputs the determination result of whether imaging is possible or not to the driving support unit 13. Further, when the imaging is impossible, the imaging availability determination unit 12 outputs the camera movement information determined by the evaluation unit 11 to the drive control unit 14 in order to move the vehicle-mounted camera 2 to a position where imaging is possible.

  The driving support unit 13, when the imaging availability determination unit 12 determines that imaging is possible, assumes that it can normally support driving using the captured image, and generates information related to driving support based on the captured image from the camera body 21. Output to a head-up display (HUD), throttle control device, brake control device, and the like. On the other hand, when the imaging availability determination unit 12 determines that imaging is not possible, the driving support unit 13 regards that normal driving support is not possible and does not generate or output driving support information (fail state).

For example, the driving support unit 13 generates driving support information for displaying a warning message on the HUD when an obstacle or a person is detected from the captured image, or highlights an obstacle or the like on the captured image. Driving assistance information generated.
In addition, for example, the driving support unit 13 detects a preceding vehicle from a captured image in front of the vehicle, and generates driving support information for controlling a throttle and a brake in order to perform follow-up traveling (auto cruise).
The captured image is not limited to driving assistance such as auto cruise, but may be used for applications such as automatic driving control.

  The drive control unit 14 generates a drive signal for driving the drive unit 22 according to the camera movement information notified from the imaging availability determination unit 12 and outputs the drive signal to the drive unit 22. The drive signal includes information such as the direction in which the camera body 21 is moved and the distance moved.

The drive unit 22 moves the camera body 21 based on the drive signal received from the drive control unit 14.
The camera body 21 captures the outside of the vehicle through the window glass and outputs the captured image to the in-vehicle camera control device 1.

Here, the vehicle installation example of the vehicle-mounted camera 2 is shown in FIG. FIG. 2 is a view of the windshield 3 as seen from inside the vehicle.
As shown in FIG. 2, as an example, a rack gear 25 is installed on the upper portion of the vehicle body frame 4 so that the camera body 21 can move in the horizontal direction along the rack gear 25. The drive unit 22 includes a motor 23 as power and a pinion gear 24 that meshes with a rack gear 25 as power transmission means. When the motor 23 rotates the pinion gear 24 by the drive signal, the camera body 21 moves in the direction opposite to the direction in which the pinion gear 24 rotates.

In the example of FIG. 2, the vehicle-mounted camera 2 is installed on the windshield 3 and the front of the vehicle is imaged. However, the present invention is not limited to this, and the vehicle-mounted camera 2 is mounted on the vehicle side or rear window glass. You may set it as the structure which installs and images a vehicle side or back.
A plurality of in-vehicle cameras 2 may be installed on one window glass, or the in-vehicle cameras 2 may be installed on each of the plurality of window glasses.
Moreover, although the vehicle-mounted camera 2 is configured to move in the horizontal direction, the moving direction is not limited to this, and a configuration in which the vehicle-mounted camera 2 is moved in the vertical direction may be used.

FIG. 3 is a schematic diagram illustrating an example of processing performed by the in-vehicle camera control device 1.
FIG. 3A shows a state in which imaging by the in-vehicle camera 2 is hindered by the dirt 100 attached to the windshield 3. FIG. 3B shows an image 101 captured by the in-vehicle camera 2 in the state of FIG. Dirt 100 is reflected in the left part of the image 101, and the scenery in front of the vehicle is not captured.

  Here, the evaluation unit 11 performs binarization processing on the captured image 101, and sets the luminance value of each pixel of the image 101 to 0 (black) or 1 (white) based on the luminance threshold. Sort out.

FIG. 4 shows an example of the brightness threshold. In the histograms of FIGS. 4A to 4C, the horizontal axis represents the luminance value (0 to 255), and the vertical axis represents the cumulative number of pixels. In the example of FIG. 4, the evaluation unit 11 selects a different brightness threshold t according to time.
The evaluation unit 11 determines a luminance threshold value t at which the ratio of white: black pixels in the image obtained by binarization as shown in FIG.
Considering that the brightness value of the captured image is lower at night because the surroundings are darker than during the day, the evaluation unit 11 performs white: black in the binarized image as shown in FIG. The luminance threshold t at which the ratio of the pixels is 3: 7 is determined.
Considering that the brightness value of the captured image is lower than during the day and higher than at night because the surroundings are dim in the early morning, the evaluation unit 11 performs binarization as shown in FIG. A luminance threshold t at which the ratio of white: black pixels is 4: 6 is determined.

Note that the example of FIG. 4 is an example, and the method of determining the brightness threshold t is not limited to this.
For example, when the luminance value histogram has a shape having two peaks (classes), the evaluation unit 11 uses the discriminant identification method to maximize the inter-class variance so that the valley becomes the luminance threshold value. A luminance threshold value t may be calculated.
The evaluation unit 11 may smooth the noise of the captured image using a smoothing filter before binarization.

FIG. 3C shows an image 102 obtained by binarizing the image 101 based on the brightness threshold value t. The evaluation unit 11 divides the resulting image 102 into two frames, a left frame L and a right frame R, with reference to a dotted line M drawn in the vertical direction from the image center point.
Next, as illustrated in FIG. 3D, the evaluation unit 11 calculates the number of pixels with the luminance value 0 (black) and the number of pixels with the luminance value 1 (white) included in the left frame L. Similarly, the evaluation unit 11 calculates the number of pixels having a luminance value 0 (black) and the number of pixels having a luminance value 1 (white) included in the right frame R.
The evaluation unit 11 includes the number of pixels with a luminance value 0 (black) and the luminance value 1 (white) in the left frame L, and the number of pixels with a luminance value 0 (black) and the luminance value 1 in the right frame R ( The number of white pixels is output to the imaging availability determination unit 12 as the evaluation result of the imaging state.

Further, the evaluation unit 11 compares the number of pixels with the luminance value 1 (white) in the left frame L and the number of pixels with the luminance value 1 (white) in the right frame R. Since it is considered that the frame with the larger value is brighter and is less likely to be blocked by the dirt 100, the evaluation unit 11 determines the direction of the frame with the larger value as the moving direction of the in-vehicle camera 2.
In the case of FIG. 3D, since the ratio of the luminance value 1 (white) is larger in the right frame R than in the left frame L, the moving direction of the in-vehicle camera 2 is “right”.

The imaging availability determination unit 12 determines whether imaging can be continued based on the evaluation result of the evaluation unit 11. For example, when the ratio of the number of pixels with a luminance value of 0 (black) to the total number of pixels in the left frame L exceeds a preset threshold (for example, 90%), or the total number of pixels in the right frame R If the ratio of the number of pixels having a luminance value of 0 (black) in the area exceeds the threshold, it is determined that the field of view of the in-vehicle camera 2 is blocked by the dirt 100, and it is determined that imaging is not possible (that is, driving support is not possible). . On the contrary, when the ratio of the pixels in both the left frame L and the right frame R is equal to or less than the threshold value, the evaluation unit 11 determines that imaging is possible (that is, driving support is possible).
In the case of FIG. 3D, the ratio of the luminance value 0 (black) of the right frame R is 90% or less, but the ratio of the luminance value 0 (black) of the left frame L exceeds 90%. , “Imaging is impossible”.

The drive control unit 14 outputs a drive signal for driving the drive unit 22 of the in-vehicle camera 2 based on the camera moving direction determined by the evaluation unit 11 when the image pickup possibility determination unit 12 determines that the image pickup is impossible.
In the case of FIG. 3D, since imaging is not possible and the moving direction of the in-vehicle camera 2 is right, as shown in FIG. 3E, the motor 23 in the drive unit 22 rotates in the direction opposite to the moving direction. The pinion gear 24 also rotates, and the in-vehicle camera 2 slides in the right direction. As a result, the field of view of the in-vehicle camera 2 is not blocked by the dirt 100. FIG. 3F shows an image 103 captured by the in-vehicle camera 2 in the state of FIG. Since the image 103 does not include the dirt 100, if the vehicle-mounted camera control device 1 evaluates the image 103 and determines whether or not imaging is possible, it is possible to return from a failure state where driving assistance is not possible to a state where driving assistance is possible.

  In the example of FIG. 3, the binarized image is divided into left and right parts on the assumption that the in-vehicle camera 2 moves in the horizontal direction. When it is assumed that the in-vehicle camera 2 moves in the vertical direction, the binarized image may be divided into two parts in the vertical direction to determine whether the movement direction is up or down.

FIG. 5 is a flowchart showing an example of the operation of the in-vehicle camera control device 1 according to the first embodiment.
In step ST1, the evaluation unit 11 acquires vehicle information from the vehicle.
The vehicle information includes an ON / OFF signal of an ignition switch (IGN) of the vehicle, speed information, and the like.

In step ST <b> 2, the evaluation unit 11 acquires a captured image from the in-vehicle camera 2.
In step ST3, the evaluation unit 11 performs binarization processing on the acquired captured image.
In step ST4, the evaluation unit 11 divides the binarized captured image into two frames in the vertical direction with reference to the image center point, and sets a left frame L and a right frame R.
In step ST <b> 5, the evaluation unit 11 compares the luminance values of the left frame L and the right frame R to determine the moving direction of the in-vehicle camera 2.

In step ST <b> 6, the imaging availability determination unit 12 determines whether imaging can be continued (that is, driving support availability) based on the luminance values of the left frame L and the right frame R.
When the determination result of the imaging availability determination unit 12 is that imaging is not possible (step ST6 “NO”), the driving support unit 13 interrupts driving support. In subsequent step ST7, the drive control unit 14 generates a drive signal based on the moving direction determined by the evaluation unit 11 in step ST5, outputs the drive signal to the drive unit 22, and returns to the process of step ST2. The drive unit 22 moves the camera body 21 according to the drive signal.

In addition, the distance which the vehicle-mounted camera 2 moves may be preset distances, such as a 4 cm space | interval, for example. By repeating steps ST <b> 2 to ST <b> 7 until imaging becomes possible, the vehicle-mounted camera 2 moves by a preset distance, and can move to a position where the dirt on the window glass is not imaged.
Further, the time interval for repeating the process may be constant or may be changed according to the traveling speed of the vehicle. Specifically, the drive control unit 14 uses the travel speed included in the vehicle information acquired by the evaluation unit 11, shortens the time interval for repeating the process when the travel speed is high, and lengthens the time interval when the travel speed is slow. To do. When the traveling speed is high, the need for driving assistance increases. Therefore, when the camera sensing cannot be continued, it is preferable that the in-vehicle camera 2 immediately moves to a position where the field of view can be secured. On the other hand, when the traveling speed is low, the need for driving assistance is low, so a time interval as short as when the vehicle speed is high is not necessary.

  If the result of the determination by the imaging availability determination unit 12 is that imaging is possible (step ST6 “YES”), the in-vehicle camera 2 is not moved (step ST8), and the driving support unit 13 continues driving support in the subsequent step ST9.

In step ST10, the evaluation unit 11 determines whether IGN is OFF based on the vehicle signal acquired in step ST1. When the IGN is OFF (step ST10 “YES”), the evaluation unit 11 ends the series of processes, and when it is ON (step ST10 “NO”), the evaluation unit 11 returns to the process of step ST1.
As a result, when the IGN is turned off, the vehicle-mounted camera control device 1 moves the vehicle-mounted camera 2 to a position where imaging can be performed (that is, driving support is possible), and the process ends. You can start driving assistance immediately.

  As described above, according to the first embodiment, the in-vehicle camera control device 1 continues imaging based on the evaluation unit 11 that evaluates the imaging state using the image captured by the in-vehicle camera 2 and the evaluation result by the evaluation unit 11. When the imaging availability determination unit 12 determines whether the imaging is possible, and when the imaging availability determination unit 12 determines that imaging is not possible, the driving control outputs the driving signal to the driving unit 22 of the in-vehicle camera 2 to move the in-vehicle camera 2. The configuration includes the unit 14. As a result, the in-vehicle camera 2 can be moved to a position where a normal image can be captured when the deterioration of the imaging environment cannot be resolved even if a wiper or the like is operated. Therefore, when driving assistance is performed based on camera sensing, it is possible to quickly return from a failure state due to deterioration of the imaging environment to a normal driving assistance state.

  Further, according to the first embodiment, the imaging availability determination unit 12 has the luminance value 0 (black) in the total number of pixels of the left frame L or the right frame R, which is the evaluation value of the imaging state evaluated by the evaluation unit 11. ) And the threshold value set in advance are compared to determine whether or not to continue imaging. Accordingly, it can be accurately determined that the field of view of the in-vehicle camera 2 is blocked by dirt attached to the window glass.

In the first embodiment, the vehicle-mounted camera control device 1 and the vehicle-mounted camera 2 are connected by wire, but may be connected wirelessly.
FIG. 6 shows a configuration example in which the in-vehicle camera control device 1 and the in-vehicle camera 2 are wirelessly connected. In the configuration example of FIG. 6, wireless I / F units 15 and 26 serving as wireless communication interfaces are added to the vehicle-mounted camera control device 1 and the vehicle-mounted camera 2, and a captured image and a drive signal are transmitted and received between them. .

  In the first embodiment, one in-vehicle camera 2 is used, but two or more in-vehicle cameras may be used. In that case, the evaluation unit 11 evaluates the imaging state of each of the in-vehicle cameras 2 using each of the images captured by the plurality of in-vehicle cameras 2. The imaging availability determination unit 12 determines whether imaging of each in-vehicle camera 2 can be continued based on the evaluation result by the evaluation unit 11. The drive control unit 14 outputs a drive signal toward the drive unit 22 of the in-vehicle camera 2 that is determined to be uncapable of imaging by the imaging possibility determination unit 12. Thereby, each of the plurality of in-vehicle cameras 2 can be moved to a position where a normal image can be captured.

Embodiment 2. FIG.
In the first embodiment, the timing for moving the in-vehicle camera 2 is not limited. However, in the second embodiment, the movement timing is limited.
In the first embodiment, the angle remains the same even when the vehicle-mounted camera 2 is moved. In the second embodiment, the angle is also changed.

  The in-vehicle camera control device 1 and the in-vehicle camera 2 according to the second embodiment have the same configuration as the in-vehicle camera control device 1 in FIG. 1 and the in-vehicle camera 2 in FIG. Is used.

  FIG. 7 is a diagram showing a reference position of the in-vehicle camera 2, and FIG. 8 is a diagram showing how the in-vehicle camera 2 moves while the vehicle is stopped. The reference position of the in-vehicle camera 2 is set to a position where an image capable of normally performing driving assistance can be taken or a position that does not obstruct the driver's field of view. In FIG. 7, the center of the upper portion of the windshield 3 is optimal, and this is set as the reference position A. As shown in FIG. 8, when the vehicle-mounted camera 2 is not at the reference position A when the vehicle stops, the vehicle-mounted camera 2 returns to the reference position A.

FIG. 9 shows a configuration example of the in-vehicle camera 2 used in the second embodiment. A broken line is an imaging region (field of view) of the camera body 21. In FIG. 9, the same or corresponding parts as those in FIGS. 1 and 2 are denoted by the same reference numerals, and description thereof is omitted.
A motor 27 is added to the in-vehicle camera 2 of the second embodiment in order to change the angle of the camera body 21. When the drive unit 22 drives the motor 27 in accordance with the drive signal transmitted from the drive control unit 14 of the in-vehicle camera control device 1, the in-vehicle camera 2 rotates (shakes) as shown in FIG. After the camera body 21 slides, the motor 27 rotates the camera body 21 to change the angle so that the imaging area of the camera body 21 faces the imaging area before the movement, and the difference between the imaging areas before and after the movement is reduced. be able to.

  FIG. 11 is a flowchart showing an example of the operation of the in-vehicle camera control device 1 according to the second embodiment. Note that steps ST1 to ST10 in FIG. 11 are the same processes as steps ST1 to ST10 in FIG.

In step ST <b> 6, the imaging availability determination unit 12 determines whether imaging can be continued (that is, driving support availability) based on the luminance values of the left frame L and the right frame R.
When the determination result of the imaging availability determination unit 12 is that imaging is impossible (step ST6 “NO”), the drive control unit 14 generates a drive signal based on the moving direction determined by the evaluation unit 11 and outputs the drive signal to the drive unit 22 ( Step ST7). Further, after the camera body 21 moves, the drive control unit 14 generates a drive signal for changing the angle of the camera body 21 so that the imaging direction of the camera body 21 faces the same direction as before the movement, and sends the drive signal to the drive unit 22. Output (step ST11), the process returns to step ST2. The drive unit 22 drives the motor 23 according to the drive signal to rotate the camera body 21.

When the determination result of the imaging availability determination unit 12 is that imaging is possible (step ST6 “YES”), the drive control unit 14 determines whether the vehicle is stopped and whether the in-vehicle camera 2 is at the reference position A ( Step ST12).
Based on the speed information acquired by the evaluation unit 11 in step ST1, the drive control unit 14 determines that the vehicle is stopped if the speed is 0 km / h, and determines that the vehicle is not stopped otherwise. To do.
In addition, the drive control unit 14 has the coordinate value of the reference position A as a database, so that the drive control unit 14 compares the coordinate when the vehicle-mounted camera 2 is moved. Determine whether it is A or not.
Here, a switch is installed at the reference position A so that when the in-vehicle camera 2 is at the reference position A, the switch is pressed, and when the in-vehicle camera 2 leaves the reference position A, the switch protrudes. In this way, it may be possible to determine whether or not the in-vehicle camera 2 is at the reference position A from the viewpoint of hardware.

  When it is determined that the vehicle is stopped and the in-vehicle camera 2 is other than the reference position A (step ST12 “YES”), the drive control unit 14 generates a drive signal for returning the in-vehicle camera 2 to the reference position A. It outputs to the drive part 22 (step ST13), and returns to the process of step ST1. The drive unit 22 drives the motor 23 according to the drive signal and moves the camera body 21 to the reference position A.

If the drive control unit 14 determines that the vehicle is not stopped or determines that the in-vehicle camera 2 is at the reference position A (step ST12 “NO”), the process proceeds to steps ST8 to ST10.
If the vehicle-mounted camera 2 returns to the reference position A and no dirt or the like appears in the image captured at the reference position A, the reference position A is maintained as it is, so that an image can be captured at the optimum position.

  As described above, according to the second embodiment, since the drive control unit 14 is configured to move the in-vehicle camera 2 to a preset reference position when the vehicle stops, the in-vehicle camera 2 is moved to a position suitable for imaging. Can be moved. Even if the in-vehicle camera 2 is far away from the reference position, the return to the reference position is limited to when the vehicle is stopped, so that the driver's driving operation is not hindered.

  Further, according to the second embodiment, the imaging availability determination unit 12 compares the evaluation value of the imaging state evaluated using the image captured at the reference position with a preset threshold value, and the evaluation value is If it is less than the threshold, it is determined that imaging is possible at the reference position. Thereby, if there is no dirt or the like at the reference position, a position suitable for imaging can be maintained. Therefore, an image optimal for driving support can be provided to the driving support system.

  In addition, according to the second embodiment, the drive control unit 14 outputs a drive signal for changing the angle of the in-vehicle camera 2 so that the imaging direction of the in-vehicle camera 2 after movement faces the imaging direction before the movement. It was configured to output towards Thereby, the influence of the movement of the vehicle-mounted camera 2 can be suppressed.

Embodiment 3 FIG.
In the third embodiment, an in-vehicle camera that moves in contact with the window glass is used. FIG. 12A shows an installation image of the in-vehicle camera 2. The drive unit 22 of the in-vehicle camera 2 includes a vacuum pump and a wheel (not shown). The gap between the in-vehicle camera 2 and the windshield 3 is closed with a sealing member, and the drive unit 22 drives the vacuum pump to generate a suction force so that the in-vehicle camera 2 is brought into contact with the window glass. It is driven to rotate and moves on the window glass. Thereby, the vehicle-mounted camera 2 can move to an arbitrary direction by sticking to the inner surface of the windshield 3. The in-vehicle camera 2 and the in-vehicle camera control device 1 perform transmission / reception of a captured image and a drive signal using, for example, wireless communication as illustrated in FIG.

  Although the vehicle-mounted camera 2 of Embodiment 3 can move anywhere on the window glass, in the case of the windshield 3, it is desirable to restrict the movement to a position that hinders the driver's view. For example, as shown in FIG. 12B, the driver's view area of the windshield 3 is set as the camera movement prohibited area B, and the remaining area is set as the camera movement area C. The drive control unit 14 generates a drive signal for the drive unit 22 in accordance with the movement direction determined by the evaluation unit 11. At this time, the drive control unit 14 avoids the camera movement prohibition area B and moves the vehicle-mounted camera 2.

  On the other hand, when the driving support unit 13 performs automatic driving control instead of driving support, the driver does not drive, so there is no problem even if the in-vehicle camera 2 blocks the driver's view. Therefore, it is not necessary to limit the moving area of the in-vehicle camera 2 and any number of in-vehicle cameras 2 may be placed on the windshield 3.

Embodiment 4 FIG.
In the fourth embodiment, a stereo camera is used. FIG. 13 shows a configuration example of the in-vehicle camera control device 1 when a stereo camera is used. The in-vehicle camera 2 and the in-vehicle camera 5 constitute a stereo camera. The in-vehicle camera 5 has the same configuration as the in-vehicle camera 2 and includes a camera body 51 and a drive unit 52.

  FIG. 14 is a diagram for explaining a method of moving the in-vehicle cameras 2 and 5 constituting the stereo camera. FIG. 14 shows a state in which the in-vehicle cameras 2 and 5 are movably installed on the window glass, and the detailed structure of the drive unit 22 and the like is not shown. If the distance between the in-vehicle camera 2 and the in-vehicle camera 5 is too short, it will not function as a stereo camera, so at least the distance D must be maintained.

In the case of FIG. 14A, the imaging environments of the in-vehicle cameras 2 and 5 are good, and the window glass is free from dirt 100 and the like.
In the case of FIG. 14B, it is assumed that the imaging environment of the in-vehicle camera 2 is deteriorated and the imaging availability determination unit 12 determines that imaging is impossible. Since there is dirt 100 on the left side of the in-vehicle camera 2, according to the method of the first embodiment, the evaluation unit 11 determines that the moving direction of the in-vehicle camera 2 is “right”, and the drive control unit 14 moves the in-vehicle camera 2 to the right side. Move.

  However, if the in-vehicle camera 2 is moved to the right, the distance D from the in-vehicle camera 5 cannot be maintained. Therefore, the drive control unit 14 corrects the moving direction of the in-vehicle camera 2 to “left” as illustrated in FIG. 14C in order to continue camera sensing of the stereo camera.

  Alternatively, as shown in FIG. 14D, in order to maintain the distance D between the in-vehicle camera 2 and the in-vehicle camera 5, the drive control unit 14 determines that imaging is possible as well as the in-vehicle camera 2 that is determined to be incapable of imaging. The in-vehicle camera 5 may also be moved together.

  FIG. 15 is a flowchart showing an example of the operation of the in-vehicle camera control device 1 according to the fourth embodiment. Note that steps ST1 to ST6 and ST8 to ST10 in FIG. 15 are the same processes as steps ST1 to ST6 and ST8 to ST10 in FIG. 5, but for each of the captured image of the in-vehicle camera 2 and the captured image of the in-vehicle camera 5. Processing is performed.

  When at least one of the in-vehicle cameras 2 and 5 is determined to be incapable of imaging in the imaging possibility determination unit 12 (step ST6 “NO”), the drive control unit 14 determines the moving direction in which the evaluation unit 11 determines the in-vehicle camera that cannot be imaged It is determined whether or not the relative positional relationship (that is, the distance D in FIG. 14) is maintained when moved to (step ST21).

  When the relative positional relationship is held (step ST21 “YES”), the drive control unit 14 generates a drive signal based on the moving direction determined by the evaluation unit 11, and outputs the drive signal to at least one of the drive units 22 and 52. Then (step ST23), the process returns to step ST2. When a drive signal is input, the drive units 22 and 52 move the camera main bodies 21 and 51 according to the signal.

  When the relative positional relationship is not held (step ST21 “NO”), the drive control unit 14 corrects the moving direction determined by the evaluating unit 11 to a moving direction in which the relative position as a stereo camera is held (step). ST22), a drive signal is generated and output to at least one of the drive units 22 and 52 (step ST23). As a correction method, there is the method described with reference to FIGS. 14C and 14D.

  As described above, according to the fourth embodiment, the drive control unit 14 is configured to output a drive signal toward the drive units 22 and 52 that move the stereo camera configured by the two in-vehicle cameras 2 and 5. . Thereby, in a system using a stereo camera, when the deterioration of the imaging environment cannot be resolved even if a wiper or the like is operated, the in-vehicle cameras 2 and 5 can be moved to a position where a normal image can be captured.

Further, according to the fourth embodiment, the drive control unit 14 is configured to move in a state where the relative positional relationship between the two in-vehicle cameras 2 and 5 is maintained as shown in FIG. The in-vehicle cameras 2 and 5 can be moved to a position at which a normal image can be captured without impairing the function as.
Alternatively, when one of the two in-vehicle cameras 2 and 5 is determined to be uncapable of imaging by the imaging possibility determination unit 12, the drive control unit 14 is determined to be uncapable of imaging as shown in FIG. You may make it the structure which moves a vehicle-mounted camera to the direction away from the other vehicle-mounted camera. Even in this case, similarly to the above, the in-vehicle cameras 2 and 5 can be moved to a position where a normal image can be captured without impairing the function as a stereo camera.

  In the present invention, within the scope of the invention, any combination of each embodiment, any component of each embodiment can be modified, or any component of each embodiment can be omitted.

  Since the in-vehicle camera control device according to the present invention moves the in-vehicle camera to a position where it can be normally imaged even when the field of view of the in-vehicle camera is blocked by dirt on the windshield and the dirt cannot be removed with a wiper or the like, It is suitable for use in a driving support system that performs driving support or automatic driving control based on camera sensing.

  DESCRIPTION OF SYMBOLS 1 Car-mounted camera control apparatus, 2, 5 Car-mounted camera, 3 Windshield, 4 Body frame, 11 Evaluation part, 12 Imaging availability judgment part, 13 Driving support part, 14 Drive control part, 15 Wireless I / F part, 21, 51 Camera body, 22, 52 drive unit, 23 motor, 24 pinion gear, 25 rack gear, 26 wireless I / F unit, 27 motor.

Claims (10)

An in-vehicle camera control device that controls an in-vehicle camera that is movably installed in a vehicle and images a scenery outside the vehicle through a window glass,
An evaluation unit that evaluates dirt on the window glass as an imaging state using an image captured by the in-vehicle camera,
An imaging availability determination unit that determines whether imaging can be continued based on an evaluation result by the evaluation unit;
A vehicle-mounted camera control device comprising: a drive control unit that outputs a drive signal to the drive unit of the vehicle-mounted camera and moves the vehicle-mounted camera when the image-capability determination unit determines that the image cannot be captured . The evaluation unit evaluates the imaging state of each of the in-vehicle cameras using each of the images captured by the plurality of in-vehicle cameras that capture the same scenery outside the vehicle,
The imaging availability determination unit determines whether imaging of each in-vehicle camera can be continued based on an evaluation result by the evaluation unit,
The in-vehicle camera control device according to claim 1, wherein the drive control unit moves the in-vehicle camera that is determined as being incapable of imaging by the imaging availability determination unit.   The in-vehicle camera control device according to claim 1, wherein the imaging availability determination unit compares the evaluation value of the imaging state evaluated by the evaluation unit with a preset threshold value to determine whether imaging can be continued. .   The in-vehicle camera control device according to claim 1, wherein the drive control unit moves the in-vehicle camera to a preset reference position when the vehicle stops.   The imaging availability determination unit compares an evaluation value of an imaging state evaluated using an image captured at the reference position with a preset threshold value. If the evaluation value is less than the threshold value, imaging is possible at the reference position. The vehicle-mounted camera control device according to claim 4, wherein the on-vehicle camera control device is determined.   The drive control unit outputs a drive signal for changing the angle of the in-vehicle camera to the drive unit so that the imaging direction of the in-vehicle camera after movement is directed to the imaging direction before movement. The in-vehicle camera control device according to claim 1.   The in-vehicle camera control device according to claim 1, wherein the drive control unit outputs a drive signal toward the driving unit that moves the in-vehicle camera while being in contact with the window glass.   The in-vehicle camera control device according to claim 1, wherein the drive control unit outputs a drive signal toward the driving unit that moves a stereo camera configured by the two in-vehicle cameras.   The in-vehicle camera control device according to claim 8, wherein the drive control unit is moved in a state in which a relative positional relationship between the two in-vehicle cameras is maintained.   The drive control unit, when the imaging availability determination unit determines that one of the two in-vehicle cameras cannot be imaged, moves the in-vehicle camera determined to be incapable of imaging from the other in-vehicle camera. The in-vehicle camera control device according to claim 8, wherein the in-vehicle camera control device is moved in a direction away from the vehicle.

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